Wheel suitable for use with an ice adaptive tire

ABSTRACT

A wheel for mounting a tire thereon is provided. The wheel includes a wheel rim including a pressurized air reservoir, at least one air input to the wheel rim being coupled to the pressurized air reservoir, and at least one valve coupled between the pressurized air reservoir and a corresponding at least one air output from the wheel rim, the at least one valve configured to selectably supply pressurized air to an interior of the tire when mounted on the wheel rim.

RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 14/098,159, filed Dec. 5, 2013, which is a continuation-in-partof PCT Application No. PCT/US2013/055870, filed on Aug. 20, 2013, whichclaims priority to U.S. Provisional Patent Application No. 61/691,076filed Aug. 20, 2012 and U.S. Provisional Patent Application No.61/691,222 filed Aug. 20, 2012, the entire contents of both of which arehereby expressly incorporated by reference.

FIELD OF THE INVENTIONS

The inventions disclosed herein relate to adaptive tire systems such as,for example, tire systems designed to adapt to changing road conditionssuch as road conditions changing from dry road to ice covered roads.

BACKGROUND OF THE INVENTIONS

Vehicle tires support wheel axle load on a tread area in contact with aroad surface. The tire contact area multiplied by inflation pressurewill be equal to the wheel axle load.

Coefficient of friction between tread and road surface multiplied by theaxle load is the maximum force, parallel to the road surface, that canbe applied to the tire contact area by the wheels to stop, accelerate,corner or maintain speed on a grade without tire slippage at the contactbetween the road and tire. As an example, if a tire tread coefficient offriction is 0.30, and an axle load is 1,000 pounds, the maximum frictionforce between the tire and road surface before tire slippage will be 300pounds. If a braking load or an acceleration load, greater than 300pounds at the tread/road interface is developed, wheel rotation willdecrease or increase respectively and when the slippage occurs to somedegree, a loss of control may occur.

Almost all automobiles have brakes and engine capacities sufficient togenerate loads that exceed tire friction traction on dry concrete,asphalt, gravel, or dirt. This capacity introduces a responsibility forvehicle operators to use restraint from applying full throttle whenaccelerating and using maximum braking and steering to maintain safeoperation and reasonable service life of tires and vehicle components.

The coefficient of friction between tires and wet pavement is moderatelyreduced from dry conditions and requires drivers to use longer stoppingdistances and lower maximum acceleration values. Driving on wet level,sloped, or curved roads with conventional tires has been found to bemanageable by drivers notwithstanding that wet brakes and potential forhydroplaning introduce a need for caution.

The coefficient of friction between tire tread and ice is so low,however, control of a vehicle on ice covered roads under most conditionsat moderate speed is precluded unless surface friction has beenincreased by sand or chemicals, or unless the vehicle's tires have beenfitted with chains, or studs to develop reactive forces.

Loss of control on ice is typically evidenced by spinning wheels wheninitiating motion, locking of wheels when braking, and lack of steeringresponse (e.g. “understeering”) due to insufficient friction between thevehicle's tires and road surface for vehicle traction.

Tire chains and tire studs function by impressing a fixed-shape chain orstud component into ice by tire tread to develop tractive force which islimited by shear values of ice and geometry of components.

Some known designs for tires with retractable studs rely on perpetualmaintenance of air pressure in order to maintain the associated stud ina deployed position. Additionally, some systems use, and thus candeplete, air within a tire in order to cause movement of a stud, forexample, between a retracted and a deployed position.

SUMMARY OF THE INVENTION

An aspect of at least one of the inventions disclosed herein includesthe realization that using a locking mechanism which provides a lockingengagement of a retractable ice engagement member can avoid problemsassociated with prior known systems noted above. For example, in someknown designs, as noted above, a deployable tire stud is maintained in adeployed position only with a perpetual maintenance of internalpressure. However, as the associated tire rolls across the ground, thestuds are pressed against their actuators and the maintained airpressure as well as the associated seals which can cause leakage. Thus,use of such a tire with studs in a deployed position can deplete thesystem of air thereby failing to maintain the associated studs in adesired deployed position and or requiring periodic replenishment oflost air. Further, some systems rely on the air held within a tire formaintaining such deployed positions of studs as well as for retractionof studs. Thus, repeated extension and retraction of studs can cause anassociated tire to lose a sufficient amount of air that the tirepressure will fall below a desired level.

Thus, in accordance with at least some of the embodiments disclosedherein, an adaptive tire can include a retractable bolt for enhancingtraction and a lock mechanism for locking the bolt at least in adeployed position without the need for relying on persistentlymaintained air pressure to keep the bolt in the deployed position. Assuch, such a tire can avoid the problems associated with the need forpersistently maintained air pressure and the associated leakage that canoccur. Further, such a system can avoid the depletion of air pressurewithin a tire that can result from systems which utilize air pressurewithin the tire for actuation purposes. Additionally, a bolt locked inan extended position can perform similarly to a conventional fixed stud,exerting greater force at tire-ice interface than that generated bysystems using air pressure to maintain a bolt in an extended position.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that an adaptive tire which includes an airactuation system, can avoid the problems of potentially depleting airpressure within a tire with an air actuation system that is independentof the volume of air within a tire. For example, an adaptive tire caninclude an air actuation system which utilizes compressed air for movinga bolt from a retracted to a deployed position and such an air systemcan be configured such that the air actuation system is independent ofthe air utilized for maintaining the tire in an inflated state forsupporting wheel axle load. For example, the air actuation system canhave air inputs and optionally outputs that are independent from portsused for inflating the tire.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that retractable tire bolts can provide betterperformance where they are adjustable such that their deployed positioncan be changed. For example, as the tread of a tire wears down and asthe tip of the bolt wears down, the effective protruding distance of abolt changes. More specifically, as tread is worn down, a bolt willprotrude farther from the tire tread. On the other hand, as the tip of abolt wears down, the bolt will protrude less.

Thus, in accordance with some of the embodiments disclosed herein, anadaptive tire can include retractable and deployable bolts that have anadjustable length. As such, the length of the bolts and thus themagnitude of the protrusion of the bolt can be adjusted for tread wear,the weight of the vehicle, road conditions including ice type, and otherfactors, as well as that in addition to such adjustments the bolts orends may be removed and replaced from tire exterior while tire isinflated, deflated, on wheel or off wheel.

Another aspect of at least one of the inventions disclosed includes therealization that a tire reinforcement wire belt for use with openingsfor an air actuation system can be constructed by welding a thin disk toeither side of belt wires, constructing an opening in the disk foractuators and bolts, calendering the belt with rubber, and installingwithin a tire carcass.

Additionally one of the inventions disclosed includes the realizationthat an alternate tire reinforcement can be constructed using typicallyconstructed calendered wire reinforcement belts with openings createdthereafter for actuators and bolts where such belts are then reinforcedwith multiple KEVLAR® transition belt sections at such openings, andsuch KEVLAR® belt sections at these openings have strand orientationsradially, axially, bias to right, and bias to left that are bonded intothe tire structure.

Additionally one of the inventions disclosed includes the realizationthat the interface between a tire and an actuator configured to functionto lock, unlock, extend and retract a bolt for ice engagement by thetire can be an interface on the tire side having no threaded componentssealed into the tire and no threaded fittings for delivery of actuatingair from passageways in tire to actuators.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that maintenance, servicing, and repair ofadaptive tires which include retractable and deployable bolts can besimplified and reduced in cost by providing such an adaptive tire withreplaceable tips for the bolts. For example, when such a tire is used,eventually, the tips of the bolts, regardless of the material, wearsdown. However, only a small portion of the tip of the bolt is worn downbecause such systems typically only deploy studs or bolts with a smallfraction of an inch of protrusion beyond the surrounding tire tread.Thus, by providing an adaptive tire having bolts or studs with areplaceable tip, the functionality of an adaptive tire can be maintainedmore easily and at less cost.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that an arrangement of valves can be used tocontrol deployment, retraction, and locking of a retractable bolt of anadaptive tire. Further benefits can be achieved by configuring thevalves to operate deployment, retraction, and locking with air from asingle source.

Thus, in accordance with at least one of the embodiments disclosedherein, an adaptive tire system includes a plurality of valves mountedon a wheel associated with the tire, wherein the valves of a pluralityof tires of an associated vehicle are configured to utilize a singlesource of compressed air for unlocking, retraction, or deployment ofstuds which protrude outwardly from an outer surface of the tread of anassociated tire.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that additional components can be used toautomatically control actuation of deployable and retractable tire boltsfrom a location remote from the wheel, such as from inside theassociated vehicle.

Thus, in accordance with at least one of the embodiments disclosedherein, an adaptive tire system includes a rotary air distributiondevice configured to guide at least two channels of actuation air from avehicle body into a spinning wheel of the vehicle. Thus, for example,one such channel could be used for unlocking a tire bolt actuator andthe second channel can be used for deploying the bolt.

In some embodiments, the system includes a remotely operated air supplycontrol device for supplying unlocking and actuating air. For example,such a system can include a user input device, such as a single buttonor switch disposed in a cockpit of an associate vehicle, the actuationof which is detected by the system and where the system delivers air forunlocking and air for deploying a bolt.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that the cost and weight of a system can bebeneficially reduced by providing an adaptive tire with a layout ofbolts in a configuration such that at least one stud is functionallyengaged with a road surface at any one time. In this context, thespacing of the bolts would result in the movement of a tire such that asone bolt becomes functionally disengaged from a road surface, anotherbolt engages or has been engaged with the road surface. As such, thetire can maintain a functional engagement between a bolt and, forexample, an ice covered road surface, while minimizing the number ofbolts and actuators and thus the mass and cost of the adaptive tire.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that where it is desired to deliver at leasttwo independent channels of actuation energy from a vehicle body to atire, a multichannel rotary union can be used to deliver actuationenergy, for example, pressurized fluid such as air. Thus, in accordancewith at least one of the embodiments disclosed herein, an adaptive tiresystem including retractable and extendable bolts, can include amultichannel rotary union configured to guide at least two independentchannels of actuation energy from the vehicle body to the adaptive tire.As such, actuators disposed in the adaptive tire can be controlled fromthe vehicle for example from within the vehicle without the need to exitthe vehicle and or touch the wheel assembly associated with the tire.Further, by providing the actuation energy through a rotary union, thereis no need to further connect a source of actuation energy or to providea local energy source for the actuators within the tire. Additionally,by providing at least two independent channels of actuation energy, aplurality of different functions can be performed independently of oneanother.

Another aspect of at least one of the inventions disclosed hereinincludes the realization that systems which intermittently use rotaryunions for transmitting media and/or energy from the vehicle body to anadaptive tire can be provided with an enhanced useful life by includingretractable seals. For example, known rotary unions typically includefixed seals between a stater body and a rotating shaft for transmittingmedia such as fluids from the stator body into the rotating shaft. Theseals which are designed to provide fluid tight seals between the statorbody and the rotating shaft, are worn down during rotation of the shaftrelative to the stator body. However, there are some systems that do notrequire an included rotary union to be functional at all times. Forexample, some known uses for single channel rotary unions includesystems for inflating tires of a vehicle by transmitting pressurizedair, through a rotary union, into a vehicle wheel and tire for providinginflation air. Such systems could incorporate appropriate valves suchthat pressurized air does not need to be provided through the Rotaryunion at all times. Rather, pressurized air can be used only during andoperation of inflating or the inflating tires. Thus, the seals withinthe Rotary union are only used during the operation of inflation orre-inflation.

At least some of the embodiments of the adaptive tire systems disclosedherein do not require a continuous supply of actuation energy, such as aworking fluid, to be delivered to the tire from the vehicle. Rather,some of the systems disclosed herein only require actuation energyduring specific operations, such as unlocking, extending, and optionallyretracting bolts used for enhancing traction on compromised roadservices, such as ice covered road services.

Thus, in either of the two environments of use noted above, as well asother environments of use, wear of the seals of a rotary union can bereduced or slowed by using retractable seals that can be extended duringtimes of operation. At other times, the portion of seals in contact withthe rotating shaft can be retracted to prevent wear of the seals, whilethe rotary union is not being used for transmitting media, fluid, orenergy.

Thus, in accordance with at least some of the embodiments disclosedherein, a rotary union can include retractable seals. For example, theseals between a stator body and a rotating shaft can be inflatable anddeflatable. As such, for example, the seals can be inflated duringperiods of operation, thereby causing the seals to press againstsurrounding surfaces thereby creating seals, such as fluid tight seals.During periods when there is no fluid flow or pressure, on the otherhand, the seals can be deflated, thereby allowing the outer surfaces toretract from the rotating shaft, thereby preventing the outer surfacesof the seals from pressing against surfaces that slide against themduring periods of operation. Other configurations can also be used.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the subject matter may be derived byreferring to the detailed description and claims when considered inconjunction with the following figures, wherein like reference numbersrefer to similar elements throughout the figures.

FIG. 1 is a schematic diagram of an adaptive tire system of a vehicleand illustrating a manual control mechanism mounted on the wheel of theassociated tire and an optional automatic control system mounted in thevehicle associated with the wheel.

FIG. 2 is a schematic diagram of a vehicle including four adaptivetires, an air compressor, and compressed air distribution devices forfacilitating manual operation of the adaptive tires.

FIG. 2A is a schematic diagram illustrating various pneumaticconnections and actuators included in the system illustrated in FIG. 2.

FIG. 3 is a schematic diagram of another embodiment of an adaptive tiresystem of a vehicle incorporating four adaptive tires and externalmultiple passage rotary unions for providing actuating air to theactuators within each tire.

FIG. 3B is a schematic diagram of the adaptive tire system illustratedin FIG. 3.

FIG. 4 is a schematic diagram of a vehicle including four adaptive tiresand an automatic actuation system incorporating internal multiplepassage rotary unions for delivery of actuation air to the actuatorswithin the adaptive tires.

FIG. 5 is a schematic circuit diagram illustrating a hard-wired circuitthat can be incorporated into the systems for FIGS. 3 and 4 forperforming extension and retraction operations.

FIG. 6A is a timing diagram of FIG. 5 components illustrating optionaltimings for actuation of valves with regard to the methods of retractionand extension that can be performed by the systems of FIGS. 3 and 4.

FIG. 6B is a flow chart illustrating a control routine for boltextension that can be performed by the air supply systems illustrated inFIGS. 3-3B, and 4.

FIG. 6C is a flow chart illustrating a control routine for boltretraction that can be utilized by the air supply systems illustrated inFIGS. 3-3B, and 4.

FIG. 7 is a front elevational view of a wheel including aperturesconfigured for accommodating hardware of an adaptive tire system such asthose of FIGS. 1-4.

FIG. 8 is a side elevational and partial cross sectional view of thewheel of FIG. 7 taken along line 8-8 of FIG. 7.

FIG. 9 is a front elevational view of a tire having been modified with aplurality of apertures configured to receive actuators and which extendalong two offset circumferential paths along the outer surface of thetire.

FIG. 10 is a cross sectional view of the tire of FIG. 9, taken alongline 10-10.

FIG. 11 is a side elevational view of the tire of FIG. 9.

FIG. 11A is a layout view of an optional configuration of the steel beltlayer included in the tire of FIG. 9, identified as view 11A-11A in FIG.11D.

FIG. 11B is an enlargement of the partial plan view identified as 11B inFIG. 11A.

FIG. 11C is a side view of the steel belt layer of FIG. 11A, in thecircular configuration used within a tire structure.

FIG. 11D is a side elevational view of the belt of FIG. 11C.

FIG. 11E is a front elevation view of an alternative configuration ofthe steel belt illustrated in FIGS. 11A-11D, having a radial steel beltconfiguration.

FIG. 11F is a side elevational view of the radial steel belt of FIG.11E.

FIG. 11G is a plan view of a single section of the radial steel belt ofFIGS. 11E and 11F.

FIG. 12 is a front elevational view of the tire of FIG. 9 with basemembers of actuators depicted installed in the apertures illustrated inFIGS. 9 and 11.

FIG. 13 is a side elevational and partial sectional view taken alongline 13-13 of FIG. 12.

FIG. 14 is a sectional view of the tire in FIG. 12 taken along line14-14.

FIG. 15 is a sectional view of the tire in FIG. 12 taken along line15-15.

FIG. 16 is a cross sectional view of the tire of FIG. 12 taken alongline 16-16.

FIG. 17 is a cross sectional view of the tire of FIG. 12 taken alongline 17-17.

FIG. 18 is a cross sectional view of the tire of FIG. 12 taken alongline 18-18.

FIG. 19 is an exploded and partial cutaway view of a bolt assembly andtire including the unlocking, retraction, and extension air supplylines.

FIG. 20 is a top plan view of a base member assembly of the boltassembly of FIG. 19 and illustrating connections to three air supplymanifolds.

FIG. 21 is a side view of the base member assembly illustrated in FIG.20.

FIG. 22 is a sectional view of the base member illustrated in FIG. 20,taken a long line 22-22.

FIG. 23 is a sectional view of the base member illustrated in FIG. 20,taken along line 23-23.

FIG. 24 is a sectional view of the base member of FIG. 20 taken alongline 24-24 of FIG. 25.

FIG. 25 is a front view of the base member removed from the base memberassembly of FIG. 20.

FIG. 26 is a schematic sectional view of a portion of the bolt assemblyof FIG. 19 in an assembled state and illustrating a retracted positionof the bolt (solid line) and an extended position of the bolt (phantomline). The sectional view of the bolt is perpendicular to the wheelaxle.

FIG. 27 is another schematic sectional view of the portion of the boltassembly of FIG. 19 illustrating a locked position of the locking memberwith the bolt in a retracted position (solid line). The axis of thelocking member is parallel to the wheel axle.

FIG. 28 is a front elevational view of a combined tire and wheelassembly including bolt assemblies shown in phantom and manuallyoperated valves for controlling the supply of actuation air to actuatorsof the bolt assemblies for extension, retraction, and locking which canbe incorporated into the systems of FIGS. 1 and 2 and 2A.

FIG. 29 is a sectional view of the tire illustrated in FIG. 28, takenalong line 29-29.

FIG. 30 is a rear elevational view of a control unit at a hub of thewheel of FIG. 29 illustrating valve bodies and various connections ofthe air supply system.

FIG. 31 is a front elevational view of a control unit at the hub of thewheel of FIG. 30 showing the levers for manually operating the valvesillustrated in FIG. 30.

FIG. 32 is a top plan and partial sectional view of an adaptive tirewith a non-steered tube bundle support assembly and an external rotaryunion of the system illustrated in FIGS. 3 and 3B.

FIG. 33 is a side elevational view of the external rotary unionillustrated in FIG. 32.

FIG. 34 is a cross sectional view of a portion of the assemblyillustrated in FIG. 32, taken along the line 34-34.

FIG. 35 is a top plan and partial sectional view of an adaptive tirewith a steered tube bundle support assembly (e.g. a front wheel) andincluding an external rotary union of the system illustrated in FIGS. 3and 3B.

FIG. 36 is a side elevational view of the external rotary unionillustrated in FIG. 35.

FIG. 37 is a top plan view of an internal rotary union unit that can beused with the system of FIGS. 4 and 3B.

FIG. 38 is an end view of the internal rotary union of FIG. 37.

FIG. 39 is a partial sectional view of the internal rotary union of FIG.37, taken along line 39-39.

FIG. 40 is another sectional view of the internal rotary union of FIG.37, taken along line 40-40.

FIG. 41 is a schematic diagram of the rotary union of FIG. 37 forsupplying three channels of actuation air to an adaptive tire.

FIG. 42 is a schematic cross-sectional view of a seal that can beincorporated into the rotary unions illustrated in FIGS. 32-41, with theseal in a retracted state.

FIG. 43 is another schematic cross-sectional view of the seal of FIG.42, with the seal in an extended state.

DETAILED DESCRIPTION

The following detailed description is merely illustrative in nature andis not intended to limit the embodiments of the subject matter or theapplication and uses of such embodiments. As used herein, the word“exemplary” means “serving as an example, instance, or illustration.”Any implementation described herein as exemplary is not necessarily tobe construed as preferred or advantageous over other implementations.Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description.

“Coupled”—The following description refers to parts, devices, mechanismsor features being “coupled” together. As used herein, unless expresslystated otherwise, “coupled” means that one part/device/mechanism/featureis directly or indirectly joined to (or directly or indirectlycommunicates with) another part/device/mechanism/feature.

“Adjust”—Some elements, components, and/or features are described asbeing adjustable or adjusted. As used herein, unless expressly statedotherwise, “adjust” means to position, modify, alter, or dispose anelement or component or portion thereof as suitable to the circumstanceand embodiment. In certain cases, the element or component, or portionthereof, can remain in an unchanged position, state, and/or condition asa result of adjustment, if appropriate or desirable for the embodimentunder the circumstances. In some cases, the element or component can bealtered, changed, or modified to a new position, state, and/or conditionas a result of adjustment, if appropriate or desired.

In addition, certain terminology may also be used in the followingdescription for the purpose of reference only, and thus are not intendedto be limiting. For example, terms such as “upper”, “lower”, “above”,and “below” refer to directions in the drawings to which reference ismade. Terms such as “front”, “back”, “rear”, and “side” describe theorientation and/or location of portions of the component within aconsistent but arbitrary frame of reference which is made clear byreference to the text and the associated drawings describing thecomponent under discussion. Such terminology may include the wordsspecifically mentioned above, derivatives thereof, and words of similarimport. Similarly, the terms “first”, “second”, and other such numericalterms referring to structures do not imply a sequence or order unlessclearly indicated by the context.

The inventions disclosed herein are described in the context of adaptivetire systems used for improving traction of wheeled vehicles on icecovered roads. Some of the embodiments are described in the context offour-wheeled passenger vehicles. However, the inventions disclosedherein can be used in other contexts as well, for example, but withoutlimitation, trucks, multi-wheel axle trucks, tractor trailers, farmvehicles, recreational off road vehicles, robotics, drone vehicles, etc.

With reference to FIG. 1, an adaptive tire system 100 can include avehicle 102, a vehicle wheel 104 and a bolt actuation system 106.

The bolt actuation system 106 can include a bolt 108, an extensionmodule 110 and a lock module 112. The bolt 108 can be a generally linearmember mounted for reciprocal movement along a radial direction of atire associated with the vehicle wheel 104. The bolt 108 can be madefrom any material. However, metals typically provide for reasonabledurability. With regard to the reciprocal mounting of the bolt 108, thebolt 108 can be mounted for limited movement within an apertureextending through an outer surface of a tire. More specifically, thebolt 108 can include a distal end and can be mounted such that thedistal end of the bolt can be retracted to a position in which it doesnot protrude beyond an outer surface of a tread of an associated tireand a deployed position in which the distal tip protrudes beyond theouter surface of the surrounding tread.

The lock module 112 can be configured to move between locked andunlocked positions. Additionally, the lock module 112 can be configuredto lock the bolt 108 in a deployed position without the need ofpersistently maintained actuation force, such as compressed air oranother source of force. Rather, the lock module 112 can be configuredto mechanically maintain the bolt in the extended position andoptionally without the need for any persistently or continuously appliedenergy or force.

Optionally, the lock module 112 can also be configured to lock the bolt108 in the retracted position. Again, the lock module 112 can beconfigured to maintain the bolt in a retracted position without the needfor persistently or continuously maintained application of energy or airpressure. Additionally, such functionality of the lock module 112 canprevent the bolts from unintentionally being deployed throughcentrifugal acceleration caused by movement of the wheel 104 and theassociated vehicle 102.

The extension module 110 can be configured to provide an actuation forcefor moving the bolt 108 from a retracted position to the deployedposition noted above. Any type of actuator can be used. In theembodiments described below with reference to the remaining figures, theextension module 110 utilizes compressed air for actuation of the bolt108. However, other types of actuators can also be used.

Optionally, the system 106 can also include a retract module 114. Theretract module 114 can be configured to provide an actuation force formoving the bolt 108 from the deployed position to a retracted position.In some embodiments, the retract module 114 can be in the form of aspring. Thus, when the lock mechanism 112 is unlocked, and there is noactuation force provided by the extension module 110, the retract module114 can return the bolt to the retracted position by action of a spring.Optionally, the retract module 114 can also include an active actuatorsuch as a compressed air actuator or other type of actuator for movingthe bolt 108 into the retracted position. This can be beneficial wherethe force of a spring alone is not sufficient to reliably move the boltfully into the retracted position. In some embodiments, the retractmodule 114 can be incorporated into the extension module 10.

The system 106 can also optionally include an adjustment module 116. Theadjustment module 116 can be configured to allow the magnitude ofprotrusion of the bolt 108 from the surrounding tread surface of anassociated tire to be adjusted. For example, the bolt 108 can be made inone or more parts including a threaded engagement with another componentthereby allowing the amount by which the bolt protrudes from thesurrounding tire tread to be adjusted in or out. Further, the adjustmentmodule 116 can include a mechanism for allowing the tips of the bolt 108to be removed and replaced. For example, the bolt 108 can be made in aplurality of pieces in which the distal-most tip of the bolt 108 isthreaded onto an inner portion of the bolt 108 such that the distal tipcan be removed and replaced. In some embodiments, the replaceable tipscan be made from any material including, for example, but withoutlimitation, steel, titanium, plastic, aluminum, etc.

Optionally, the system 106 can include a manual interface 118 configuredto allow a user to manually control the supply of air from an air source120 to the extension module 110, lock module 112 and the retract module114.

In some embodiments, the air source 120 can be mounted on the vehicle102. However, other configurations could also be used.

Further, in the illustrated embodiment, the manual interface 118 ismounted on the vehicle wheel 104. However, other configurations can alsobe used.

In some embodiments, the system 106 can include an automatic controldevice 122. For example, the automatic control device 122 can controlthe automatic deployment and retraction of the bolt 108. For example,the device 122 can be configured, with hard-wired circuitry, amicroprocessor/microcontroller, or general purpose computer hardware andactuators for controlling a supply of air from the air source 120 to theextension module 110, lock module 112, and retract module 114. In someembodiments, the control device 122 can include a user input device (notshown) configured to allow a user to perform a single input command forrequesting the lock module 112 to unlock the bolt 108 and the extensionmodule 110 to apply an actuation force to move the bolt 108 from theretracted position to the extended position. Similarly, and optionally,the device 122 can include a user input device that allows a user toperform a single input command for requesting retraction of the bolt andto activate the lock module 112 and the retract module 114. As such, auser can extend and retract the bolt 108 with single inputs. Otherconfigurations can also be used.

FIG. 2 illustrates a further embodiment of the adaptive tire system 100,identified generally below by the reference numeral 100A. The componentsof the system 100A that are the same or similar to the adaptive system100 illustrated in FIG. 1 are identified with the same referencenumeral, except that “A” has been added thereto. The description setforth above with regard to the system 100 also applied to the similarlydesignated components of the system 100A.

In the illustrated embodiment, the vehicle 102A is a four-wheeledpassenger vehicle having four vehicle wheels 104A.

The system 100A includes a vehicle mounted air compressor 130 connectedto a vehicle-mounted power supply, such as a 12-volt power supply 132.In some embodiments, the air compressor 130 can be designed to provideat least about 47 psi compressed air delivered to a reservoir tank. Insome embodiments, an inline 30-amp fuse 134 can be included in thecircuit connection 136 to the air compressor 130. The air compressor 130can have a power switch 138 accessible by a user and an air deliveryhose 140 from the reservoir. The delivery hose 140 can be sized so thatit can extend to all of the wheels 104A of the vehicle 102A. The airdelivery hose 140 can include an air shut off insert 142 at its distalend for delivering compressed air to the components within the wheels104A, described in greater detail below. The shut off insert 142 can beany type of shut off insert which are well-known in the art.

Similarly to the system 100, in FIG. 1, the system 100A, in FIG. 2, caninclude a plurality of extendable and/or retractable bolts 108A on eachof the wheels 104A. The bolts 108A can be arranged along a singlecircumferential line around each of the wheels 104A. In the illustratedembodiment, the bolts 108A are arranged around two circumferentiallines, parallel to one another, thereby defining two groups of boltsprovided by an inner set of bolt assemblies 150 and an outer set of boltassemblies 152. The inner and outer bolt assemblies 150, 152 can beconfigured to extend or retract the bolts 108A simultaneously.Additionally, the inner and outer bolt assemblies 150, 152 can beidentical or similar to each other. However, other configurations andactuation procedures can also be used.

FIG. 2A schematically illustrates the system 100A including two portionsof the wheel 104A; the rigid portion of the wheel 104A referred toherein as wheel 170, also commonly referred to as a “rim” and a tire172. The wheel 170 can include inputs for a user to manually controldeployment and retraction of the bolt assemblies 150, 152. Asillustrated in FIG. 2A, several components can extend from the wheel 170into the tire 172 to provide actuation to the bolt assemblies 150, 152.

With continued reference to FIG. 2A, the wheel 170 can include one ormore pipe couplers 174 configured to receive pressurized air from theshut off insert 142. The pipe couplers 174 can be connected to apressure reservoir 176, which can be in the form of a chamber or loop oftubing or hose. Other configurations can also be used. The pressurereservoir 176 can be connected to three valves 178, 180, 182 which areconfigured to selectively connect the reservoir 176 with either internalair circuits within the tire 172 or a vent reservoir or vent loop 184.The vent reservoir 184 is connected to a vent discharge port 186, whichcan optionally include an outlet filter 188 configured to discharge airfrom the loop 184 to the atmosphere and to filter air entering fromatmosphere.

In the orientations illustrated in FIG. 2A, all of the valves 178, 180,182 connect the air circuits internal to the tire 172 to the vent loop184 and thus to the atmosphere. In this position, none of the boltassemblies 150, 152 can receive any internal actuation forces. In someembodiments, the bolt assemblies 150, 152 are biased towards aretracted, locked state. Thus, with valves 178, 180, 182 in thepositions illustrated in FIG. 2A, the bolt assemblies 150, 152 wouldremain in a retracted, locked state. However, other configurations ofbolt assemblies 150, 152 can also be used.

The valves 178, 180, 182 are movable to at least one other position. Forexample, the valves 178, 180, 182 are configured to be rotated clockwiseby 90 degrees. In that configuration, the valves 178, 180, 182 connectthe reservoir 176 with the internal plumbing of the tire 172. Selectiveactuation in the valves 178, 180, 182 can provide desired locking,unlocking, retraction, and extension of the bolt assemblies 150, 152,described in greater detail below.

With continued reference to FIG. 2A, the tire 172 can include a set ofinner actuator manifolds 190 and a set of outer actuator manifolds 192.As used herein, “inner” refers to inboard side of tire, and “outer”refers to outboard side of tire, both with reference to vehicle centerline along an axis of vehicle forward or reverse motion. The manifolds190, 192 can be in any configuration and can be configured for supplyingany type of actuation force to the inner and outer bolt assemblies 150,152, respectively. In the illustrated embodiments, the manifold sets190, 192 include three pneumatic reservoirs or tubing loopscorresponding to the three valves 178, 180, 182. More specifically, themanifolds 190, 192 each include an extend manifold 194, a retractmanifold 196 and an unlock manifold 198. Retract manifold 196 can alsoserve as a vent manifold.

The extend manifolds 194 are connected to the valve 178 with a wheel rimfitting 200. Similarly, the retract and unlock manifold 196, 198 arealso connected to valves 180, 182, respectively, with similar wheel rimfittings, unions, and other types of hose or connectors that can bereadily applied by one of ordinary skill in the art.

The manifolds 194, 196, 198 can extend circumferentially within the tire172, parallel to each other. Further, optionally, each of the manifoldsets 190, 192 can be connected to a plurality of bolt assemblies 150,152 in an aligned or offset configuration. In the illustratedembodiment, each of the manifold sets 190, 192 are connected to nineinner and outer bolt assemblies 150, 152, respectively.

With continued reference to FIG. 2A, the inner and outer bolt assemblies150, 152 can comprise bolt actuators. Each of these bolt actuators caninclude a movable bolt 200, an extension mechanism 202, an unlocking andlocking mechanism 204 and a retraction mechanism 206.

Each of the extend manifolds 194 are connected to the respective innerand outer extension mechanisms 202 of the inner and outer boltassemblies 150, 152. In some embodiments, the extension mechanisms 202can be diaphragm mechanisms which expand when subjected to pressurizedair and thereby generate an actuation force. In the illustratedembodiment, the extension mechanisms 202 exert a linear, downward forceagainst the movable bolts 200. As described in greater detail below, themovable bolts 200 slideably move within the bolt assemblies 150, 152 andare spring biased towards a retracted (upward) position. Thus, when thevalve 178 is rotated 90 degrees from a position illustrated in FIG. 2A,thereby guiding pressurized air to the manifolds 194, pressurized airenters the extension mechanisms 202 and thereby urges the bolts 200toward the extended position (phantom line in FIG. 2A). However, theunlocking and locking mechanism 204, described in greater detail below,must be in an unlocked position before the movable bolts 200 can move.

The manifolds 196 are connected to the unlocking and locking mechanisms204. Similarly to the extension mechanisms 202, the unlocking andlocking mechanism 204 can be in the form of a diaphragm device which,when subjected to pressurized air from manifolds 198, generate anactuation force which presses against a movable locking member(described in greater detail below). In some embodiments, the lockingmember can be biased towards a lock position. Thus, the unlocking andlocking mechanism 204 can be configured to, when provided with anactuation force, move the locking member toward an unlock position.Thus, if valve 182 first and then valve 178 are rotated 90 degrees froma position illustrated in FIG. 2A, thereby providing pressurized air tothe manifolds 198, 194, the locking member within the bolt assemblies150, 152 would be moved to the unlock position and the extensionmechanisms 202 would urge the movable bolts 200 to the extended positionillustrated in phantom line in FIG. 2A.

The retract manifolds 196 are connected to a retraction mechanism 206 inthe bolt assemblies 150, 152. The retraction mechanism 206, in someembodiments, can be incorporated into the extension mechanism 202, forexample, utilizing the same diaphragm to provide a retraction force. Forexample, the retraction mechanism 206 can include air passages forcommunicating air in the retract manifold 196 to the opposite side ofthe diaphragm used to provide the extension movement performed by theextension mechanism.

In operation, with removable bolts 200 in either the deployed orretracted position, the valves 178, 180, 182 can be left in the positionillustrated in FIG. 2A, where all manifolds 194, 196, 198 are vented tothe vent reservoir 184. As such, the lock mechanism (described ingreater detail below) included in the bolt assemblies 150, 152 lock themovable bolts 200 into an existing position and do not require anycontinued or persistent application of actuation force or energy.

If a user wishes to change the position of the movable bolts 200, a usercan manually connect the air supply shut off insert 142 to the coupler174 and rotate valve 182 90 degrees clockwise from the positionillustrated in FIG. 2A. Such a movement of the valve 182 connectspressurized air within the reservoir 176 with the manifolds 198.Thereafter, pressurized air flows into the unlocking and lockingmechanisms 204 to thereby unlock the bolts 200 from their position. Ifthe bolts 200 are in the retracted position, the user can rotate thevalve 178 90 degrees clockwise from the position illustrated in FIG. 2Ato thereby provide pressurized air to the manifolds 194. Pressurized airfrom the manifolds 194 will then flow into the extension mechanisms 202and thereby urge the bolts 200 from retracted to extended positions.Thereafter, the user can then rotate the valve 182 counter-clockwise tothe position illustrated in FIG. 2A, thereby allowing the pressurizedair to vent from the unlocking and locking mechanisms 204 and therebyallowing the unlocking and locking leek mechanism 204 to return to itslocked position towards which it is spring biased. The user can thenreturn the valve 178 to the position illustrated in FIG. 2A anddisconnect the shut off insert 142.

On the other hand, if the bolts 200 are in the deployed position orextended position and the user desires to retract the bolts 200, theuser can move the valve 182 to the unlock position (90 degrees clockwisefrom the position illustrated in FIG. 2A) and also rotate the valve 18090 degrees clockwise from the position illustrated in FIG. 2A. As such,pressurized air will flow into both the unlock manifolds 198 and theretract manifolds 196, thereby urging the bolt 200 towards its retractedposition. As noted above, the bolt assemblies 150, 152 can optionallyinclude springs to bias the bolts 200 toward a retracted position. Thus,in some embodiments, or under certain circumstances, it may not benecessary to use the retract valve 180 to retract the bolts. Frictionbetween the bolt assembly and lock cams during pressure retraction isminimized by sloped surfaces of bolt assembly and lock cam, described ingreater detail below with reference to FIG. 27. Finally, in order tomaintain the bolts 200 in the retracted position, the user can returnthe lock valve 182 to the position illustrated in FIG. 2A, therebyallowing the pressurized air to bleed out of the unlocking and lockingmechanisms 204 allowing the lock member (described below) to return to alocked position.

FIG. 3 illustrates a further modification of the systems 100, 100A,identified generally by the reference numeral 100B. The components ofthe embodiment 100B set forth below that are the same or similar to thecorresponding components of the embodiments 100, 100A described above,are identified with the same reference numeral except that a “B” hasbeen added thereto. The components of the system 100B that are notdescribed in detail below can be assumed to be the same or similar tothose described above with reference to the systems 100, 100A.

With continued reference to FIG. 3, the system 100B can include anautomated air delivery subsystem 300. The subsystem 300 can include acompressed air source 138 (FIG. 2) or another type of source of actuatorforces.

The system 100B also includes rotary union assemblies 302 associatedwith each of the wheels 104B. The rotary union assemblies 302 areconfigured to divert actuation forces from the subsystem 300 to thewheels 104B by using pivotable actuator lines mounted on the exteriorside of the wheels 104B guiding the actuator forces through a rotaryunion 310 disposed at the hub of the wheels 104B. More specifically,with continued reference to FIG. 3, the rotary union assemblies 302include tube bundles 304 each of which can include a plurality offlexible pneumatic tubes disposed within a steel tube frame, and whichare connected to the subsystem 300, and the source of compressed airdisposed therein. The pivotable tube bundles 304 associated with therear axle of the vehicle 102B can include proximal ends 306 that arefixed to the vehicle frame or body. The distal ends 308 of the flexibletube bundles 304 can be fixed to rotary union units 310 disposed at theouter sides of each of the wheels 104B. During operation, as the wheels104B move up and down, the flexible tube bundles 304 and metal tubeframes pivot, twist and bend to accommodate movement of the wheels 104B.

The flexible tube bundles 304 associated with the front wheels caninclude proximal ends 306 mounted to a portion of the suspension of thevehicle 102B near the inner side of the hub of the wheel 104B. Theseflexible tube bundles 304 can extend around the wheels 104B to rotaryunions 310 disposed on the outer sides of the wheels 104B associatedwith the front of the vehicle 102B. An additional fixed mount 314 can beprovided for each side of the vehicle associated with the front wheelsfor fixing additional lengths of flexible lines connecting the flexiblebundles 304 with the subsystem 300. In this configuration, the flexibletube bundles 304 pivot left and right with steering movements of thewheels 104B, and the additional lengths of hose 316 can flex toaccommodate the up-and-down movements of the front wheels 104B.

As shown in FIG. 3B, the subsystem 300 (FIG. 3) can include an aircompressor 138B, a reservoir 176B and a plurality of valves 178B, 180B,182B, configured for controlling the supply of air for extension,retraction, and unlocking, respectively. The subsystem 300 can includeactuators (not shown) configured to electronically operate the valves178B, 180B, 182B. Any type of actuator known in the art can be used forsuch actuation. For example, the subsystem 300 can include a hard-wiredcontroller, a microprocessor controller, a programmable logiccontroller, or a general purpose computer and processor with anappropriate operating system and software coding for performing any ofthe functions described above or below. In some embodiments, the valves178B, 180B, 182B, are linear sliding-type valves which rely on linearactuators for creating and cutting off connections between the varioussupply and discharge lines.

As reflected in FIG. 3B, the subsystem 300 includes four parallelbundled outputs for feeding actuation air to the rotary unions 310.

With continued reference to FIG. 3B, the subsystem 300 can be configuredto sequentially operate the valves 178B, 180B, 182B, to perform thefunctions of retraction and extension. For example, the subsystem 300can be programmed (and/or hard-wired) to respond to a user input, forexample, user input device 330 (FIG. 3). The user input device 330 caninclude, for example, two or more positions; a first position forrequesting retraction and a second position for requesting extension.

The subsystem 300 can be programmed, as is well within the skill of onein ordinary skill in the art, to perform the following steps upondetection of a request for retraction and extension.

When the user input 330 is actuated to request extension, the subsystem300 can sequentially move valve 182B to connect the reservoir 176B tothe unlock manifold 198B. This will, as described above, unlock the boltassemblies 150B, 152B. With the valve 182B maintained in the activatedposition noted above, the subsystem 300 can then activate valve 178B toconnect the extend manifolds 194B to the bolt assemblies 150B, 152B. Assuch, the movable bolts 200B would then be urged to the extendedposition (phantom line in FIG. 3B).

The subsystem 300 can then sequentially deactivate the valves 182B,178B. More specifically, the subsystem 300 can, with the movable bolts200B held in the extended position through the continued application ofhigh-pressure air from the compressor 138B and/or reservoir 176B, thevalve 182B can then be deactivated, i.e., moved to the positionillustrated in FIG. 3B, so as to allow pressurized air from theunlocking manifold 198B to be vented through the vent 186B and,optionally, filter 188B. Thus, the locking mechanisms within the boltassemblies 150B, 152B, will move, under their bias, to the lockedposition. After the bolt assemblies 150B, 152B, change state to thelocked state, the valve 178B can be deactivated, i.e., moved to theposition illustrated in FIG. 3B, to allow high-pressure air to ventthrough the vent 186B and, optionally, filter 188B.

On the other hand, if the bolt assemblies 150B, 152B, are in theextended position and a retraction request is detected at the user input330, the subsystem 300 can operate valve 182B to unlock and then retractby spring bias the moveable bolts 200B. Optionally, upon detection ofthe pressure retraction request at the user input 330, the subsystem 300can activate valve 182B, as noted above, to unlock the bolt assemblies150B, 152B. With the bolt assemblies 150B, 152B, maintained in anunlocked position, the subsystem 300 can then activate valve 180B tothereby connect the retraction manifolds 196B with the reservoir 176B soas to drive the moveable bolts 200B toward the retracted position.

After the moveable bolts 200B have been moved to the retracted position,the subsystem 300, while maintaining valve 180B in the activated state,can move the valve 182B back to the deactivated state, therebyconnecting the unlock manifolds 198B to the vent 186B so as to vent thepressurized air to the atmosphere, optionally through the filter 188B.

As such, the bolt assemblies 150B, 152B, will move to the lockedpositions, as noted above, under the bias of the locking mechanismsincluded in the bolt assemblies 150B, 152B.

Thereafter, the subsystem 300 can optionally deactivate the valve 180Bto thereby connect the retraction manifolds 196B with the vent 186B.

With regard to the function of extension of the moveable bolts 200B, thesubsystem 300 can be activated during operation of the vehicle, i.e.,during rotation of the wheels 104B. As such, during operation, largecentrifugal accelerations are generated and act on the moveable bolts200B. Thus, such centrifugal acceleration can be utilized to assist orentirely perform or apply the necessary actuation forces for moving themoveable bolts 200B from the retracted position to the extendedposition.

The use of the rotary unions 310 allow the system to be configured to beoperated by an operator of the vehicle from inside the vehicle whilewheels are rotating as compared to operated by using an exteriorpressure line while vehicle is stopped. Thus, the rotary unions 310provide a highly desirable mode of operation which minimizes the needfor user manual manipulation of valves, application of pressurized airor user exposure to weather.

FIG. 4 illustrates yet another modification of the systems 100, 100A,100B, and is identified generally by the reference numeral 100C. Thecomponents of the system 100C, which are the same or similar to thecomponents of the systems 100, 100A, or 100B, are identified below withthe same reference numeral, except that a “C” has been added thereto.

With continued reference to FIG. 4, the system 100C includes internal,hub-mounted rotary unions 310C. The rotary unions 310 and 310C are bothconfigured to provide a plurality of compressed air connections througha spinning joint. Additionally, the use of the internal rotary unions310C avoids the additionally and potentially undesirable appearance ofthe rotary unions on the outside of the wheels 104C that results fromthe configuration of the system 100B.

With reference to FIG. 5, the subsystems 300 and 300C can include ahard-wired controller 350 configured for activating the valves andperforming the methods described above. Some of the components areidentified with functional block representations and such components'construction, and operation thereof, is well understood by those ofordinary skill in the art. Additionally, a more detailed description ofthe components and operation of the controller 350 of FIG. 5 is setforth in U.S. Provisional Patent Application No. 61/691,076 filed Aug.20, 2012 and U.S. Provisional Patent Application No. 61/691,222 filedAug. 20, 2012, the entire contents of both of which is noted above.

As shown in FIG. 5, the controller 350 can include a power switch 352connecting the controller 350 with a power source 354. Wired in theconfiguration illustrated in FIG. 5, the power switch 352, when closed,powers on the air compressor 130 and the air compressor light 356.Otherwise, the remainder of the controller 350 remains off, until a useractivates the button 330.

The circuit of the controller 350 also includes a flip-flop relay 358.The flip-flop relay 358 allows for the controller 350 on each successiveoperation to automatically switch between retract and extend modes. Inthe position illustrated in solid line in FIG. 5, the flip-flop relay358 is in the retract mode. Thus, when the button 330 is depressed, theretract relay “RR” as well as the unlock valve “UV”, the unlock timer“UT”, and the timing relay “TR” are connected to the power supply 354.As such, the controller 350 can sequentially operate valves 182B and180B to perform a bolt retraction operation, as described in greaterdetail below. At the end of the retraction operation, the flip-floprelay 358 moves to the downward position illustrated in phantom line inFIG. 5.

When the button 330 is depressed with the flip-flop relay 358 in thedown position (phantom line), the extend relay “ER” is connected to thepower supply along with the unlock valve “UV”, the unlock timer “UT”,and the timing relay “TR”. As such, the controller 350 sequentiallyoperates the valves 182B and 178B to perform an extend operation,described in greater detail below.

With regard to FIG. 5, the timing diagrams for unlocking and operatingthe valves described above with regard to the retraction and extensionmethods, is set forth therein. These timings are examples of timingsthat can be used with the systems 300, 300C. However, other timingschemes and scenarios can also be used. As reflected in the timingdiagram of FIG. 6A, during operation, the controller 350 initiallyenergizes the unlock valve “UV” which corresponds to valve 182B (FIG.3B). Some time elapses as the air flows through the valve 182B and intothe unlock manifold 198B before the bolt assemblies 150A, 152B are fullyunlocked. Thus, the controller 350 waits or delays until t1 seconds haveelapsed after the unlock valve 182B has been energized before energizingeither extend or retract valve 178B or 180B. This is to allow lockmechanisms within bolt assemblies 150B, 152B to reach a fully unlockedstate before an attempt is made to move the bolts 200B. Additionally,the controller 350 waits or delays until extend or retract valves havebeen energized for at least t2 seconds before de-energizing lock valve182B. This provides a time allowance plus a margin that the bolt hascompleted the desired movement before the locking device within 150B,152B moves back into a locked position. Finally, the controller 350waits or delays until t3 seconds have elapsed before venting the extendor retract manifolds 194B 196B. The controller 350 accomplishes thedelays associated with the durations T1, T2, T3 noted above by using theunlock timer “UT”, and the timing relay “TR”. These types of devices arewell known in the art and can include adjustment screws for changing themagnitudes of the times t1, t2, and t3 noted above. The appropriatemagnitudes of the times t1, t2, and t3 can be determined through routineoptimization. The magnitudes of the times t1, t2, and t3 may be in therange of approximately 600 ms to 2 full seconds. These magnitudes canvary depending on the geometry of different components within the systemand thus one set of magnitudes of the times t1, t2, and t3 may not beappropriate for all embodiments. Additionally, methods of operation ofthe systems 300, 300C are further described with reference to thecontrol routines illustrated FIGS. 6B 6C.

FIGS. 6B and 6C illustrate control routines that can be utilized by theair supply systems 300, 300C illustrated in FIGS. 3 and 4 where suchsystems can include microprocessor, general purpose computer control oradjustable timing relays such as those illustrated in FIG. 6A.Additionally, the flow charts set forth in FIGS. 6B and 6C can representmethods of operation that are performed by hard-wired embodiments, suchas that illustrated in FIGS. 5 and 6A above.

FIG. 6B illustrates a control routine 550 which is configured to extendthe moveable bolts 200. The control routine 550 can start operation atstart block 510. After the start block 510, the control routine 550 canmove on to decision block 512.

In the decision block 512, it is determined whether an extension requesthas been detected. For example, the subsystem 300 can monitor the userinput 330, 330C (FIGS. 3 and 4) to determine if a user or operator ofthe associated vehicle 102B, 102C has activated the user input 330, 330Cto request an extension operation. If it is determined that an extensionrequest has not been detected, the control routine 550 can return tostart block 510.

On the other hand, if it determined, in the decision block 512, that auser has requested an extension operation, the control routine 550 canmove on to operation block 514.

In the operation block 514, an unlock operation can be activated. Forexample, the subsystem 300, 300C can activate valves 182B, to providepressurized air to the unlock manifolds 198B to thereby begin an unlockoperation. After the operation block 514, the control routine 550 canmove on to decision block 516. In the decision block 516, it can bedetermined if the unlock operation has been performed for at least aminimum amount of time, for example, t1 seconds. For example, thesubsystems 300 can determine if the valves 182B have been energized oractivated for at least the predetermined number of seconds (“t1”). If itis determined that the unlock operation has not been performed for atleast the threshold amount of time, the control routine 550 can returnto operation block 514 and continue. On the other hand, if it isdetermined in decision block 516 that the unlock operation has beenperformed for the minimum amount of time, the control routine 550 canmove on to operation block 518. This portion of the control routine 550is reflected in the timing diagram of FIG. 6A where it is indicated thatan unlock begins “(UV energized)”, subsequently, the unlock operationreaches 100% and then after a time t2, an extension operation begins.

Thus, in operation block 518, an extension operation can be activated.For example, the subsystems 300, 300C can activate valves 178B tothereby provide pressurized air to the extend manifolds 194B. As such,the moveable bolts 200, 200B will begin to move toward an extendedconfiguration. After the operation block 518, the control routine 550can move on to decision block 520.

In the decision block 520, it can be determined if the extend operationhas been performed for a threshold amount of time, such as “t2” seconds.If it is determined that the extend operation has not been performed forat least t2 seconds, the control routine 550 can return to operationblock 518 and continue. On the other hand, if it is determined that theextend operation has continued for at least t2 seconds, the controlroutine 550 can move on to operation block 522.

In the operation block 522, a lock operation can begin. For example, butwithout limitation, the subsystem 330 can de-energize valves 178B andthen 182B so as to allow locking manifolds 198B to vent to theatmosphere through the vent 186B and optionally the filter 188B. Assuch, the unlocking and locking mechanism (described in greater detailbelow) can move back to the locked position towards which it is biased.However, other locking mechanisms can also be used. After the operationblock 522, the control routine 550 can move on to decision block 524.

In the decision block 524, it is determined if the activate lockfunction has been performed for at least t3 seconds. If it is determinedthat the activate lock operation has not been performed for at least t3seconds, then the control routine 550 can return to operation block 522and continue. On the other hand, if it is determined in decision block524 that the activate lock operation (de-energize unlock valve) hascontinued or occurred for at least t3 seconds, the control routine 550can move on to operation block 526.

In the operation block 526, the extend operation can be deactivated. Forexample, the subsystem 300 can de-energize valves 178B so as to allowthe extend manifolds 194B to vent to the atmosphere. As such, themoveable bolts 200, 200B will remain in the locked extended position,however, the pressure will be vented out of the extend manifolds 194B.

After the operation block 526, the control routine 550 can move on toend block 528, and optionally return to start block 510 and runcontinuously in that fashion.

FIG. 6C illustrates a control routine which can be utilized by thecontrol systems 300, 300C to retract the moveable bolts 200B. Theoperations and decisions performed within the control routine of FIG. 6Care essentially the same as those set forth in the control routine 550,except that instead of the extend valves 178B and extend manifolds 194Bbeing pressurized and vented to the atmosphere, the retract valves 180Band retract manifolds 196B are activated and charged with pressurizedair then vented to the atmosphere in the same manner that the extendvalves and manifolds are operated in the control routine 550. Thus, thesteps 551, 552, 554, 556, 558 560, 562, 564, 566, and 568 are notdescribed in greater detail herein. Rather, one of ordinary skill in theart can fully understand how the control routine of FIG. 6C can operate.

The above circuit and timing diagram of FIGS. 5A and 6A and controlroutines of FIGS. 6B and 6C provide advantageously smooth operation ofretract and extend operations for the moveable bolts 200, 200B. This isbecause these mechanical components need some time to move, as does thepressurized air in the systems 300, 300B. Thus, by allowing fordetecting or determining whether certain minimum threshold amounts oftime have passed before moving on to subsequent operations, sufficienttime is allowed for these mechanical components and air to move into andpressurize the previously vented passages and manifolds so that thesubsequent steps can be completed smoothly and without collidingcomponents into one another or causing unnecessarily large frictionamong moving components.

FIGS. 7 and 8 illustrate a sample wheel or “rim” 400 that can be used asa center rigid portion of any of the wheels 104, 104A, 104B, 104C.

The wheel 400 can include a plurality of apertures for accommodating theair circuit tubing and hardware illustrated in FIGS. 1-4. For example,the wheel 400 can include apertures 402 for accommodating connectionsfrom the manual user interface 118 (FIG. 1), or the rotary unions 310,310C into the interior of the wheel 400. As described in greater detailbelow, appropriate seals would be used in conjunction with the apertures402 to maintain an air-tight seal for the wheel 400 for inflationpurposes. The wheel 400 can include various other apertures notdescribed in greater detail herein, for accommodating other componentsdescribed below.

With reference to FIGS. 9-11, a tire 500 is illustrated therein asincluding a tread surface 502, a sidewall 504, and a plurality ofapertures 506 for accommodating bolt assemblies 150, 152. The apertures506, in some embodiments, extend through steel belts, commonly used ontires, and vulcanized rubber used on tires. Additionally, the apertures506 extend through the tread pattern at the tread surface 502 of thetire 500 so as to provide a clearance for the moveable bolts 200 toretract and extend from the bolt assemblies 150, 152.

As shown in the schematic diagram of FIG. 9, apertures 506 can be spacedapart so as to be positioned at locations which result in continuousengagement of a bolt 200 with a road surface, meaning an ice or snowcovered road surface, during operation, as the tire 500 rolls over theroad surface 501 (FIG. 29), individual bolts 200 of the bolt assemblies150, 152 (FIG. 28) will come into contact with the road surface 501,then be pulled away from the road surface 501 as a subsequent bolt 200of another bolt assembly 150, 152 moves into contact with the roadsurface 501. In the illustrated embodiment, the tire 500 includes onlyeighteen apertures 506 for receiving bolt assemblies 150, 152. However,other numbers, greater or fewer, can also be used.

Optionally, the steel belt 602 within the tire 500 can be provided withapertures prior to being calendered with the rubber that also forms theouter and inner surfaces of the belt. For example, as shown in FIGS.11A-11D, the steel belt 602 can be in the form of an axial single plysteel belt. The belt 602 can have thin steel discs or rings 603 weldedto the belt at the desired locations of the apertures 506 (FIG. 11). Forexample, the discs or rings 603 can be welded to the belt 602 usingprecision-timed electric welds, for example at a plurality of weld spots630 to provide an adequate connection between the wires of the belt 602and the discs or rings 603. Subsequently, the discs or rings 603 can bepunched with an aperture of the desired size for mounting the boltassemblies 150, 152. Punching the discs or rings 603 also cuts the wiresforming the underlying belts. Thus, the welded connection between thebelts 602 and the ring-shaped portions of the discs or rings 603remaining after punching, help compensate for the interruption of thewires caused by punching, thereby routing forces between the ends ofinterrupted wires of the belt 602. In some embodiments, the discs orrings 603 are about 1 ¾″ in diameter and they are punched with a 1″diameter hole. After such reinforcement, the belt 602 can be calenderedwith rubber to form a component of the tire 500.

With reference to FIGS. 11E-11G, the belt 602 can also be in the form ofa radial belt. FIG. 11G shows a punched disc 630 welded to a segment 632of a radial belt configuration of the belt 602.

FIGS. 12-18 illustrate further modifications of the tire 500 that can bemade to accommodate the bolt assemblies 150, 152, as well as themanifolds 194, 196, 198, 194B, 196B, 198B.

FIG. 12 illustrates 18 installation sites 520 around the tire 500.Additionally, FIG. 12 illustrates three air distribution assemblies 522,524, 526 for connecting the air interface 118 for control system 122(FIG. 1) as well as the air supply subsystems 300, 300C to the variousmanifolds within the tire 500.

FIGS. 12 and 13 also illustrate an optional configuration of themanifolds 194, 196, 198, 194B, 196B, 198B within the tire 500. Forpurposes of simplicity, references to the various manifolds set forthbelow will only reference the manifolds 194, 196, 198 but it isunderstood that the statements apply equally to the manifolds 194B,196B, 198B. There is a single tire 500 that may be utilized with: amanual wheel hub mounted control of bolts 200; an automated vehicledriver control in a configuration depicted in FIG. 3; or an automatedvehicle driver control as depicted in FIG. 4.

As illustrated in FIGS. 11-18, the manifolds 194, 196, 198 extend aroundan inner surface of the tire 500 circumferentially around the tireforming a complete loop therein. However, other configurations can alsobe used.

Additionally, as is reflected in FIGS. 2A and 3A, each tire includes aninner set of manifolds 196, 194, 198, and an outer set of manifolds 194,196, 198. The two sets of manifolds allows the installation sites 520 tobe staggered along a path along the circumference of the tire 500,alternating between the inner and outer sets of manifolds. Otherwise,each of the installation sites for the bolt assemblies 150, 152, can beidentical and are supplied with pressurized air by the two sets ofmanifolds in the same manner.

Further benefits can be achieved by dividing the air distribution pointsto each of the three manifolds with three different air distributionassemblies 522, 524, 526. This provides an inherent balance to the tire.For example, because there are three air distribution assemblies 522,524, 526 they can be offset from each other by 120°. Additionally, eachof the three distribution assemblies 522, 524, 526 can be configured toreceive pressurized air from the air distribution subsystem 300, 300C,or the interface 118 (FIG. 1) and to split the air supply so as toprovide air both to the inner and outer corresponding manifolds. Forexample, with reference to FIGS. 12 and 16 the air distribution assembly522 provides a connection to the inner and outer lock manifolds 198,thereby allowing pressurized air to be supplied to and vented from themanifolds 198.

FIGS. 12 and 17 illustrate how the air distribution assembly 524 isconnected to inner and outer retract manifolds 196. Finally, FIGS. 12and 18 illustrate how the distribution assembly 526 is connected to theinner and outer extend manifolds 194. Other arrangements of themanifolds can also be used.

With continued reference to FIGS. 12 and 16, in the illustratedembodiment, the air distribution assembly 522 includes an air supplyline 523 that extends downwardly from an output of air distributioncoupler 530. The coupler 530 can be secured to the side wall of the tire500 in a through hole of the side wall of the tire 500. This providesfor secure fixation of the coupler 530 and for support of the supplyline 523 within the tire. It may also be molded into the tire side wallwith no opening in side wall of tire. For example, during rotation ofthe tire 500, centrifugal acceleration causes forces on the supply lineand coupler 530. The fixation of the coupler 530 to the side wall of thetire 500 also provides for accommodation of bends in the supply lines523, 525, and 527 about an axis parallel to the rotational axis of thewheel 104 as well as bends in supply lines 523, 525, and 527. Thesebends allow the hoses or tubes to flex as the wheel rotates which causesthe tire tread surface and the bolt assemblies 150, 152 to deflecttoward the hub of the wheel 104 and as the wheel may also deflect whencornering. Other configurations can also be used.

As shown in FIGS. 12-18, the manifolds 194, 196, 198 can be formed alongthe inner circumferential surface of the tire 500 on the opposite sideof the outer tread surface 502. For example, the tire 500 can include arubber portion 600 disposed on the inner side of the steel belt 602. Insome embodiments, the rubber portion 600 can be formed monolithicallywith the remaining portions of rubber forming the side walls 604, steelbelt layer 602, and outer tread 502. In other embodiments, the portion600 can be made from one or more separate pieces of material adhered tothe inner circumferential surface of the tire 500. In some embodiments,the portion 600 is also made from molded rubber and bonded to the innercircumferential surface of the tire. Other configurations can also beused.

Further, in some embodiments, the manifolds 194, 196, 198 can be furtherdefined by tube members 604 extending along the inside of the manifolds194, 196, 198. In some embodiments, the tube members 604 are all madefrom flexible rubber or plastic material. Other materials andconfigurations can also be used.

Optionally, the air distribution assemblies 522, 524, 526 can beconnected to the appropriate corresponding manifolds 194, 196, 198through the use of manifold connector members 606, 608, 610. The threeconnector members 606, 608, 610 can have generally the sameconfiguration except for their corresponding connections to differentmanifolds. Specifically, connector member 606 is configured to connectthe supply line 523 to manifolds 198. The connector member 608 isconfigured to connect the supply line 525 with the manifolds 196.Finally, connector member 610 is configured to connect the air supplyline 527 with the manifolds 194.

With continued reference to FIG. 16, the connector member 606 includes atransverse cross passage 620 that connects with the supply line 523. Thecross passage 620 extends transversely across the top (as viewed in FIG.16) of the manifolds 194, 196, 198. More specifically, the passage 620is spaced above the manifolds 194, 196, 198 and is separated therefromby a thickness of the connector member 606. Additionally, the connectormember 606 includes a cylindrical section 622 aligned over the projectedoverlap between the passage 620 and manifolds such as manifolds 198. Thecylindrical section 622 can facilitate a connection procedure betweenthe cross passage 620 and any manifold. For example, in the orientationillustrated in FIG. 16, a drill can be passed into the cylindricalsection 622, through the cross passage 620, and into the manifold 198.Then, a separate fastener or plug can be inserted into such drilledcylindrical section 622, thereby creating a closed, fluidic connectionbetween the cross passage 620 and the manifold 198. Sealed as such, thesupply line 523 can supply pressurized air to the manifold 198 butremain isolated from the other manifolds 194, 196. However, otherconfigurations can also be used.

As shown in FIGS. 17 and 18, connection member 608 and 610 includesimilar features for providing isolated connections between the supplylines 525, 527 and the manifolds 196, 194, respectively.

FIG. 19 illustrates an exploded view of a bolt assembly design which canbe utilized for the bolt assemblies 150, 152. Other configurations canalso be used.

In the illustrated embodiment, the bolt assemblies 150, 152 can includean extension actuator 700, a lock actuator 702 and a retraction actuator704. The moveable bolt 200 is mounted in a bolt carrier 710. In someembodiments, to provide for adjustability of the magnitude at which themoveable bolt 200 extends outwardly from the outer tread surface 502 ofthe tire 500, the moveable bolt 200 can be threadedly engaged with thebolt carrier 710. Thus, rotational movement of the moveable bolt 200relative to the bolt carrier 710 allows the moveable bolt 200 to changeits axial position relative to the bolt carrier 710, described ingreater detail below.

The extension actuator 700 can include a flexible diaphragm member 711fixed between a cap member 712 and an upper portion of the main body 714of the bolt assemblies 150, 152. The diaphragm member 711 can be madefrom any material typically used with diaphragm actuators. A centralportion 716 of the diaphragm member 711 is vertically deflectable (asviewed in FIG. 19) relative to the cap member 712, the body portion 714,as well as the outer periphery 718 of the diaphragm member 711. Thecentral portion 716 of the diaphragm member can be fixed to the upperend 720 of the bolt carrier 710.

The main body 714 can also include two springs 722, 724 aligned withlateral projections 726, 728 of the bolt carrier 710. Additionally, thebolt carrier 710 is configured to be slideably moveable within the mainbody 714. The springs 722, 724 can be configured and sized to bias thebolt carrier 710 into a retracted position, i.e., an upper-most positionwithin the main body 714. One or more passages within the main body 714can connect the extend and retract manifolds 194, 196 to opposing sides(i.e. above and below) of the diaphragm member 711. More specifically,as noted above, the extend manifold 194 is provided with pressurized airwhen it is desired to cause the bolts 200 to extend outwardly from thetire. Thus, internal passages through the base member 520 and the mainbody 714 can be provided for connecting the extend manifold 194 to theupper side (as viewed in FIG. 19) of the diaphragm member 711. As such,when pressurized air is provided into the space between the uppersurface of the diaphragm member 711 and the cap 712, the central portion716 of the diaphragm member 711 is pushed downwardly away from the cap712, thereby pressing on the upper portion 720 of the bolt carrier 710,thereby pushing the moveable bolt 200 downwardly into the extendedposition, against the bias of the springs 722, 724. Similarly, otherinternal passages can connect the retract manifold 196 with an areawithin the bolt assembly 150, 152 below the diaphragm member 711 (asviewed in FIG. 19). Thus, when compressed air from the retractionmanifold 196 is applied to the area beneath the diaphragm member 711,the portion of the diaphragm member 711 surrounding the central portion716 is pushed upwardly toward the cap 712, thereby augmenting springs722, 724 pulling the upper portion 720 of the bolt carrier 710 upwardlyinto the retracted position thereby moving the bolt 200 upwardly aswell.

The lock actuator 702 can include a moveable lock member 750 including apiston end 752 and a locking projection 754. The lock actuator 702 canalso include a spring 756 configured to bias the lock member 750 towarda locked position, described in greater detail below. In the lockedposition, the projection 754 can engage one of two recesses 758, 780 soas to lock the bolts 200 in an extended position (when projection 754engages recess 780) or a retracted position (when projection 754 engagesrecess 758).

The lock actuator 702 can also include a diaphragm assembly 782. Thediaphragm assembly 782 includes diaphragm member 784 and a cap member786. A locking actuator passage 788 disposed in the main body 714provides for communication and a reciprocal sliding motion of the lockmember 750 relative to the main body 714. Air passages 790 in the mainbody 714 allow for actuation air from the unlock manifold 198 to beguided to a space between the diaphragm member 784 and the cap 786. Whenair is guided as such, a central portion 792 of the diaphragm member 784is pushed away from the cap member 786 toward the piston head 752 of thelock member 750. Thus, such pressurized air causes the lock member 750to slide laterally away from the cap 786 thereby moving the projection754 away from either recess 758 or 780. With lock member 750 in thatposition, the bolt carrier 710 is unlocked and can reciprocate withinthe main body 714. The bias of the spring 722, 724, would normally biasthe bolt carrier 710 towards a retracted position. However, centrifugalacceleration generated during operation and rolling movement of the tire500 can cause sufficient force on the bolt carrier 710 to overcome thebias of the spring 722, 724, thereby allowing the bolt 200 to extendoutwardly. In some embodiments, the lock member 750 is configured tomove along a direction parallel to the wheel axle of the tire 500. Assuch, the movement of the lock member 500 is isolated from thecentrifugal accelerations generated during rotation of the tire 500during operation of an associated vehicle. This configuration can helpprevent movement of the lock member 750 caused by rotation of the tire500 during operation. Other configurations can also be used.

The spring 756, on the other hand, in the absence of air pressurebetween the diaphragm member 784 and the cap 786, is sufficient to causethe lock member 750 to remain in a locked position, in a position inwhich the projection 754 engages one of the recesses 758, 780.

The bolt assemblies 150, 152 can also include various brackets 800, 802and flanges 804, 806 for securing the main body 714 to the tire 500. Insome embodiments, the brackets 800, 802 cooperate with the flanges 804,806 and threaded fasteners 808 to secure the bolt assembly 150, 152 to amounting block member 810 which provides for communication between themanifolds 194, 196, 198 and various passages on the base member 520(described in greater detail below with reference to FIGS. 20-24). Thebrackets 800, 802 can be identical to each other. Additionally, areinforcing member 812 can be disposed between a steel belt layer andthe outer tread layer 502 for enhancing the securement of the boltassembly 150, 152 to the tire 500. The reinforcing member can be madefrom multiple thin sheets of KEVLAR®. In some embodiments, four layersof KEVLAR® can be used, for example, oriented so that their fibersextend in different directions. Other materials can also be used.Additionally, additional rings and retainers 814 can be used to furthersecure the bolt assemblies 150, 152 to the tire 500.

FIGS. 20-24 illustrate, in greater detail, the base member 520 and theconnection block 810, which together can form a base member assembly.The connection block 810, as illustrated in FIG. 19, is designed to fitaround the flexible tubes 604 which partially define the manifolds 194,196, 198. The tubes 604 can extend partially into or completely throughthe block 810 to which the tubes are affixed and sealed for secureairtight engagement. Additionally, the block 810 includes internalcircular recess 812 into which the base member 520 can fit. The basemember 520 also includes internal passages 814, 816 and 818 forcommunication with the manifolds 194, 196, 198. The connection block 810may be molded rubber.

The base member 520 also includes a central passage 820 into which thelower portion of the main body 714 of the bolt assemblies 150, 152engages the base member 520 for facilitating communication of compressedair in and out of the bolt assemblies 150, 152. As shown in FIG. 23, airpassages 814 provide communication between the manifold 198 and the lockactuator 702. Similarly, the body 520 includes passages 816 forproviding communication between the manifold 196 and the retractionactuator 704. Further, similarly, the base member 520 includes passages818 for providing communication of compressed air in and out of theextension actuator 700 for extending the bolts 200.

Optionally, the base member 520 can include anti-rotation features forpreventing rotation of the base member 520 relative to the tire 500. Forexample, the base member 520 can include external splines or serrations830 engaged with corresponding internal splines or serrations 832 on theblock member 810. With the serrations engaged as such, the block member810 and the base member 520 can be securely rotationally coupled. Thus,with the block member 810 bonded or otherwise fixed to the inner surfaceof the tire 500, the base member 520 is rigidly fixed in place and willresist torques that may be applied, for example, when bolts 200 areturned within the bolt receivers 710.

Additionally, the base member 520 can include a peripheral lip 840 withan undercut 842 which can be configured to provide enhanced engagementwith connectors used to connect the remainder of the bolt assembly150,152 to the base member.

For example, with reference to FIG. 19, the bolt assemblies 150, 152 caninclude brackets 800, 802 which include ramped inner lips 801, 803configured to engage the undercut 842 on the base member 520. Morespecifically, the ramped inner lips 801, 803 can have a shape that iscomplementary to the undercut 842 to thereby provide a more secureattachment between the main body 714 and the base member 520.

FIGS. 26 and 27 further illustrate the components of the bolt assemblies150, 152 shown in FIG. 19. With reference to FIGS. 26 and 27, the boltassemblies 150, 152 can also include a seal assembly 900 which caninclude a plurality of gland seals and gaskets for providing a slidingairtight seal between the main body 714 of the bolt assemblies 150, 152and the moveable portions of the bolt itself, which includes themoveable bolt 200 and the bolt carrier 710. Thus, as the bolt carrier710 moves upward and downwardly (as viewed in FIG. 26), the gland sealassembly 900 maintains an airtight seal. Optionally, the gland assemblycan include an ice wiper device 901 so as to scrape off ice that mayaccumulate on the outer surface of the bolt 200 as the bolt 200 isretracted, thus protecting the glands disposed within the gland sealassembly 900. Additionally, as noted above, the moveable bolts 200 caninclude a bolt body 902, and a replaceable tip portion 904. The boltbody 902 can include external threads and the inner surface of the boltcarrier 710 can include internal threads so that the bolt body 902 canbe axially adjusted relative to the bolt carrier 710. Additionally, thebolt body 902 can further include a lower recess 906 with internalthreads which cooperate with external threads on the removable tipportion 904. As such, the removable tip portion 904 can be convenientlyremoved and replaced. As such, maintenance of such an adaptive tiresystem can be reduced by providing for inexpensive replacement tips 904.

Additionally, the bolt assemblies 150, 152 can include one or morepassages 903 configured to aid in maintenance and are particularlyuseful in adding lubrication. For example, the bolt carrier 710 caninclude one or more apertures 903 connecting the inner recess havinginternal threads for receiving the external threads of the bolt 200 tothe outer surface of the bolt carrier 710. Thus, if the bolt isunscrewed or otherwise removed from the bolt carrier 710, lubricants canbe disposed in the recess or on an upper end of the bolt 200 andthereafter the bolt 200 can be threaded into the recess. As such,lubricant can be pressed through the aperture 903 and into the spacewithin the main body 714 and onto the outer surface of the bolt carrier710, which can thereby assist in lubricating the glands in the glandassembly 900, as well as other services within the main body 714. Thiscan be particularly beneficial because such removal and addition oflubrication can be performed from the exterior of the wheel 500. Inother words, it is not necessary to remove the tire 500 from itsassociated rim in order to remove the bolts 200 or add lubricant to theinside of the bolt assembly 150, 152.

Further benefits can be achieved by providing the additional internalpassage 910 extending upwardly from the bolt receiving recess andopening into the ends of the recesses 758, 780 of the bolt carrier 710.For example, if the bolt carrier 710 or the lock actuator 702 becomesstuck, the bolt 200 can be removed from the bolt carrier 710 and a toolcan be inserted into the passage 910 and into contact with a tip of theprojection 754 so as to dislodge the lock member 750. Thus, such afeature enhances the serviceability of the bolt assemblies 150, 152.

With continued reference to FIG. 27, the recess 758 and the projection754 can include complementarily sloped faces to aid in smooth operationand prevent excessive friction. For example, the recess 758 can includeopposing lateral faces 757, 759 which are sized and shaped to cooperatewith faces 753, 755 of the projection 754. The faces 757, 759 are slopedsuch that the faces 757, 759 are splayed away from each other such thatthe recess 758 is slightly trough shaped. Similarly, the faces 753, 755of the projection 754 are sloped such that the projection 754 isslightly wedge-shaped. The faces 757, 759 and faces 753, 755 can beselected generally the same angle for example, but without limitationabout 7°. Other angles can also be used. Such sloping of the faces 757,759, 753, 755, as noted above, helps prevent excessive friction betweenthe faces so as to better ensure smooth operation and movement of thelock member 750 between locked and unlocked positions.

FIGS. 28 and 29 illustrate a fully assembled adaptive wheel 104(described in more general terms with reference to FIG. 1). The wheel104 includes the manual interface 118 which incorporates manual valvelever 950 for operating the extend valve 178, lever 952 for operatingthe retract valve 180 (FIG. 2A) and lever 954 for operating the unlockvalve 182 (FIG. 2A).

With continued reference to FIGS. 2A, 11, 12, 28 and 29, the levers 950,952, 954 can be used to control the flow of compressed air in and out ofthe bolt assemblies 150, 152. As noted above with regard to FIG. 12,certain components such as the supply lines 523, 525, 527 are secured inplace partially by the couplers 530.

FIGS. 30 and 31 show a more detailed view of the valves 178, 180, 182and their connections to the high-pressure reservoir 176, which is inthe form of a loop and the vent reservoir 184 which is also in the formof a loop. Each of the loops 176, 184 can be formed with a plurality oftubes and connectors, as is within the skill of one of ordinary skill inthe art.

FIGS. 32-34 illustrate more detailed views of the flexible tube bundles304 initially described above with reference to the external rotaryunions 310 of FIG. 3. As shown in FIG. 32, the rotary unions 310 caninclude a rotary union input assembly 950 and a rotary union outputassembly 952. The rotary union input assembly 950 is connected to threepneumatic lines within the bundle 304. The rotary union output assembly952 includes three internal channels for communicating the pneumaticlines within the bundles 304 to manifolds within wheel 104B.

The output assembly 952 is fixed to the rim of the vehicle wheel 104Band is rotatable relative to the rotary union input assembly 950. Thestructure and operation of rotary unions is well known in the art. Thus,further detail about the internal construction of the rotary union 310is not described in greater detail herein. However, one of ordinaryskill in the art understands that the manifolds 194, 196, 198 areconnected to the vehicle wheel 104B through three fluidic channels thatextend from the rotary union input assembly 950 into the rotary unionoutput assembly 952 and can operate whether the vehicle and thus thevehicle wheel 104B is moving or stationary.

FIGS. 35 and 36 illustrate more detailed views of the flexible bundles304 used for the front steerable wheels, initially described above withreference to FIG. 3.

Finally, FIGS. 37-40 illustrate additional more-detailed views of theinternal rotary union units 310C initially described above withreference to FIG. 4. Similarly to the rotary union unit 310, the rotaryunion unit 310C includes a rotary union input assembly 950C and a rotaryunion output assembly 952C. As with the above described rotary unionunit 310, the rotary union unit 310C also connects the manifolds 194,196, 198 with the various components within the vehicle wheel 104Cthrough three fluidic channels extending from the rotary union outputassembly 952C into the rotary union input assembly 950C.

Optionally, the rotary union units 300 or 300C can includeretractable/expandable seals. For example, known rotary unions includeseals that are in continuous contact with sliding or rotating surfaceswithin the union. In the illustrated environment of use, the rotaryunion units 300 and 300C while always rotating while vehicle is movingare used infrequently; only during bolt 200 extension and retractionoperations. The rotary union units 300 and 300C are not used when thebolts 200 are held in either the retracted or extended positions. Thus,there is no need for the rotary union units 300, 300C to achieve the airseals that are necessary for their operation when no extension orretraction operations are being performed. By retracting the seals whenthe rotating union units 300 300C are not being used reduced the wearthat would normally occur, thereby dramatically increasing the usefullife of the seals.

The rotary union units 300 or 300C can include any type of actuators forexpanding and retracting the seals. In some embodiments, the seals canbe pneumatically or hydraulically operated. Additional benefits can beachieved where the seals are controlled by the same pressurized air usedfor operating the bolt assemblies 150, 152. Optionally, the units 300300C can include a pressure intensifier device to expand the seals morerapidly when air pressure is applied to the seals.

As is well known in the art, rotary unions include seals sized to fitand seal the stator grooves to the rotary union rotor. The rotary unionunits 300, 300C can include an expandable seal unit configured to beselectively expandable.

For example, with reference to FIGS. 41-43, the rotary union 300Cincludes three inputs for connections to the manifolds 194B, 196B and198B which open into three circumferential stator grooves 961, 962, 964,respectively. Seals 966, 968, 970, and 972 surround each of the threegrooves 961, 962, 964 and press against both the stator body 974 and therotor 976 which rotates with the wheels of an associated vehicle. Seal966 is illustrated in FIGS. 42 and 43, but it is to be understood thatthe illustrations and descriptions of seal 966 also apply to seals 968,970, 972.

The seals 966, 968, 970, 972 can be configured to be expandable. Forexample, the seals 966, 968, 970, 972 can be in the form of hollow,internal cylindrical cross section donuts made of low friction inertplastic PTFE, sized to fit and seal the stator groove, and a fewthousandths of an inch larger than the rotary union rotor diameter.Optionally, the seals 966, 968, 970, 972 can have a rectangular orsquare-shaped cross-section. Additionally, the seals 966, 968, 970, 972can be configured to be inflatable such that the surface 965 at theinner diameter of the seal 966 decreases with inflation, at least enoughto make a functional seal against the outer surface 967 of the rotaryunion rotor. Optionally, the seals 966, 968, 970, 972 can include amolded, threaded metal hollow stem 990 extending beyond the statorexternal surface when passed through an opening from the stator groovessufficient for a gasket seal washer (not shown), metal washer 992, andnut 994. The seals 966, 968, 970, 972 can also include a metal bladespring 996, which can extend 60 degrees to either side of hollow metalthreaded stem 990 to support the seals 966, 968, 970, 972 in the statorseal groove and to reduce contact with the rotor 976 when the seals 966,968, 970, 972 are not pressurized. The blade spring 996 can be withinthe molded doughnut seal 966, which can have a square or rectangularcross-section. Additionally, the blade spring 996 can be biased so as topress the outer surface 998 of the seal 966 against the inner surface ofthe stator seal groove 999.

Optionally, the units 300, 300C can include a common seal manifold 978which can be disposed at the stator body 974. The manifold can includean input side connected to the manifolds 194B, 196B, 198B with checkvalves 980, 982, 984, respectively. Thus, when any of the manifolds194B, 196B, 198B are pressurized, then the seals 966, 968, 970, 972 arealso pressurized and thereby inflated. The seals 966, 968, 970, 972 canbe appropriately and timely inflated even if only the unlock and extendmanifolds (198B, 194B) are connected to the seal manifold 978.

During operation, the seals 966, 968, 970, 972 can be initiallypressurized by a flow of compressed air in the unlock manifold 198B.This manifold 198B should always be pressurized first since the bolts200 should be unlocked first before movement is attempted. Pressure tothe manifold 978 can be maintained after unlock manifold 198B is vented,by the extend manifold 194B for example, at the end of an extendoperation.

Optionally, the rotary union units 300, 300C can also include a pressureintensifier 986 configured to intensify the pressure discharged from thecheck valves 980, 982, 984. Output pressure from the intensifier 986 isdesigned to cause a pressure adequate to pressurize the seals 966, 968,970, 972 with a typical 8% to 10% material compression.

When unpressurized, the inside diameters of the seals 966, 968, 970, 972are a few thousandths of an inch larger than the outer diameter of therotor 976. Optionally, an embedded flat steel spring, as noted above,can be attached to threaded hollow metal seal stem and can extend 60degrees either side of seal stem, at the outer diameter of seal internalpassage cross section so as to provide support for the seals 966, 968,970, 972 in the stator grooves 961, 962, 964.

Pressurized seals are thus exposed to other than minor rotational wearonly when one or more of three incoming manifolds 194B, 196B, 198B arepressurized, which being a small (low single digit) percentage of timeallows for an inverse increase of seal useful life compared to acontinuously functioning compressed seal along with an associatedincrease in seal and rotary union functional reliability.

Optionally, a bleed valve 1000 can be connected to the outputs of checkvalves 980, 982, 984 so as to slowly bleed pressure from the sealmanifold 978. As such, after all operations have ceased such that nopressurized air is provided to the check valves 980, 982, 984,pressurized air can bleed from the manifold 978 to allow the seals 966,968, 970, 972 to deflate and thus retract, as described above.

Also optionally, a back pressure device 1002 can be provided on unlockmanifold 198B on the downstream side of the connection to check valve984 so as to provide an initial back pressure during initiation of anunlock operation, to thereby speed the inflation of the seals 966, 968,970, 972.

While at least one exemplary embodiment has been presented in theforegoing detailed description, it should be appreciated that a vastnumber of variations exist. It should also be appreciated that theexemplary embodiment or embodiments described herein are not intended tolimit the scope, applicability, or configuration of the claimed subjectmatter in any way. Rather, the foregoing detailed description willprovide those skilled in the art with a convenient road map forimplementing the described embodiment or embodiments. It should beunderstood that various changes can be made in the function andarrangement of elements without departing from the scope defined by theclaims, which includes known equivalents and foreseeable equivalents atthe time of filing this patent application.

What is claimed is:
 1. A wheel for mounting a tire thereon, the tire having extendable bolts, the wheel comprising: a wheel rim including a pressurized air reservoir; at least one air input to the wheel rim being coupled to the pressurized air reservoir; and first and second valves coupled between the pressurized air reservoir and respective first and second air outputs from the wheel rim, the first valve configured to supply pressurized air for unlocking the extendable bolts of the tire when the tire is mounted on the wheel rim, and the second valve configured to supply pressurized air for extending the extendable bolts.
 2. The wheel of claim 1, wherein the wheel further includes a third valve coupled between the pressurized air reservoir and a third air output from the wheel rim, the third valve configured to supply pressurized air for retracting the extendable bolts.
 3. The wheel of claim 1, wherein the wheel rim further includes a vent reservoir coupled between a discharge port of the wheel rim and the first and second valves, wherein the discharge port of the wheel rim is configured to discharge air from the interior of the tire.
 4. The wheel of claim 3, further comprising an inlet filter coupled to the discharge port.
 5. The wheel of claim 1, wherein the extendable bolts are extended to develop a traction between the tire and a road.
 6. A wheel for mounting a tire thereon, the tire having extendable bolts, the wheel comprising: a wheel rim including a pressurized air reservoir; at least one air input to the wheel rim being coupled to the pressurized air reservoir; first and second valves coupled between the pressurized air reservoir and respective first and second air outputs from the wheel rim, the first valve configured to supply pressurized air for unlocking the extendable bolts of the tire when the tire is mounted on the wheel rim, and the second valve configured to supply pressurized air for extending the extendable bolts; and a manual interface configured to selectably open and close at least one of the first and second valves.
 7. The wheel of claim 6, wherein the wheel further includes a third valve coupled between the pressurized air reservoir and a third air output from the wheel rim, the third valve configured to supply pressurized air for retracting the extendable bolts.
 8. The wheel of claim 6, wherein the wheel rim further includes a vent reservoir coupled between a discharge port of the wheel rim and the first and second valves, wherein the discharge port of the wheel rim is configured to discharge air from the interior of the tire.
 9. The wheel of claim 8, further comprising an inlet filter coupled to the discharge port.
 10. The wheel of claim 6, wherein the extendable bolts are extended to develop a traction between the tire and a road.
 11. A wheel for mounting a tire thereon and used in a vehicle having a control system, the tire having extendable bolts, the wheel comprising: a wheel rim including a pressurized air reservoir; at least one air input to the wheel rim being coupled to the pressurized air reservoir; first and second valves coupled between the pressurized air reservoir and respective first and second air outputs from the wheel rim, the first valve configured to supply pressurized air for unlocking the extendable bolts of the tire when the tire is mounted on the wheel rim, and the second valve configured to supply pressurized air for extending the extendable bolts; at least one of the first and second valves further configured to be selectably opened and closed by the control system of the vehicle.
 12. The wheel of claim 11, wherein the wheel further includes a third valve coupled between the pressurized air reservoir and a third air output from the wheel rim, the third valve configured to supply pressurized air for retracting the extendable bolts.
 13. The wheel of claim 11, wherein the wheel rim further includes a vent reservoir coupled between a discharge port of the wheel rim and the first and second valves, wherein the discharge port of the wheel rim is configured to discharge air from the interior of the tire.
 14. The wheel of claim 13, further comprising an inlet filter coupled to the discharge port.
 15. The wheel of claim 11, wherein the extendable bolts are extended to develop a traction between the tire and a road. 